Railway-traffic-controlling apparatus



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Patented June 7, 1927.

UNITED STATES V 1,631,832 PATENT OFFICE.

MELVIN A. PENROD, OF SWISSVALE, PENNSYLVANIA, ASSIGNOR TO THE UNIONSWITCH & SIGNAL COMPANY, OF SWISSVALE, PENNSYLVANTA, A CORPORATION OFPENNSYLVANIA.

RAILWAY-TRAFFIC-CONTROLLING APPARATUS.

Application filed Janu'ary 9, 1925. Serial N'o. 1,484.

My invention relates to railway traffic controlling apparatus, andparticularly to apparatus of the type wherein trafiic governing means ona car or train is controlled by energy received from the trackway.

One feature of my invention is the prov sion of novel means forrequiring periodic acknowledgment on the part of the engineer while atrain is traveling under unsafe traffic conditions in advance.

I will describe one form of' apparatus embodying my invention, and willthen point out the novel features thereof in claims.

The accompanying drawing is a View, partly diagrammatic, showing oneform of apparatus embodying my invention.

Referring to the drawing, the reference characters 1 and 1 designate thetrack rails of a railway along which traflic normally moves in thedirection indicated by the arrow. These rails are divided by insulatedjoints 2 into a plurality of sections, of which only three completesections, A-B, B-O and C--D, are shown in the drawing. Each section isprovided with a track circuit comprising a source of current connectedacross the rails at the exit end of the section, and a track relayconnected across the rails at the entrance end of the section. As hereshown, the source of current for each track circuit is a battery 3, andthis battery is connected across the rails in series with the secondaryof a transformer H, a resistance 43, and a reactance 44. The track relayfor each section is designated by the reference character T, with anexponent corresponding to the location.

As shown in the drawing, each section is provided with a trackway signalwhich is located adjacent the entrance end of the section and isdesignated by the reference character S with an exponent correspondingto the location. The circuits and apparatus for controlling thesesignals are not shown in the drawing. for the reason that they form nopart of my present invention. It is sufficient to say that each signalindicates stop when the associated section is occupied, caution when theassociated section is unoccupied and the section next in advance isoccupied. and proceed when the associated section and the section nextin advance are both unoccupied. I do not wish to limit myself, however,to the control of the signals in this specific manner. Each s gnal, inthe form here shown, is of the three-position semaphore type, and eachsignal operates two circuit controllers 7 and 8 in such manner that eachcircuit controller is closed when the signal indicates proceed orcantion, but is open when the signal indicates stop.

Each section is provided with means for supplying alternating traincontrolling current to the rails thereof, this means, as here shown.comprising the transformers H, the secondaries of which are connectedacross the rails of the respective sections in series with the trackbatteries 3. Referring specifically to section AB, the circuit for theprimary of transformer H includes a secondary 6 of an associated linetransformer F circuit controller 7 operated by 1 signal S and a frontcontact 9 of track relay T. It will be seen, therefore, that this traincontrolling current is supplied to the rails of section AB when sectionBC is unoccupied. but not when section BC is occupied. This traincontrolling current flows through the rails of section A-B in series,that is, at any given instant it flows in opposite directions in the tworails 1 and 1 of this section. V

The primary winding 4 of transformer F is constantly supplied withalternating train controlling current from a xenon or G, through themedium of a. transmission ine E.

Each section is further provided with means for supplying a secondalternating current thereto, which current flows through the two railsin multiple, that is, at any given instant it flows in the samedirection in the two rails. This second current may be used for anysuitable purpose; in the present disclosure it is used to requireacknowledgment of stop signals by the engineer, and so l will forconvenience term it the acknowledging current without, however, limitingmy invention to the specific use of the second current. When used forthis purpose, it is supplied to each section adjacent the exit end onlyof the section. Again referring specifically to section A.B, tworesistances 10 and 11 are connected across the rails at spaced pointsnear the exit end of the section, and the terminals of a secondary 5 onthe transformer F are connected with the middle points of these tworesistances respectively,

through Circuit controller 8 which is closed only when signal Sindicates stop. It will be seen, therefore, that this acknowledgingcurrent is supplied to section A-B only when section BC is occupied, andit will also be seen that, as stated hereinbefore, it flows through thetwo rails in multiple.

As shown in the drawing, section A,B is occupied by a train'designatedby the reference character W., Located in front of the forward wheels ofthis train are a pair of receiving coils 12 and.12,-mounted in suchmanner as to be in inductive relation with the two track rails 1 and 1,respectively, whereby alternating currents flowing in the track railswill cause alternating current voltages to be induced in these coils.The train W carries a three-position relay I J, comprising a rotor 15,and two stator windings 14 and 14*. The stator winding 14 is suppliedwith alternating current accordance-with the alternating voltage inducedin the receiving coil 12, whereas the stator winding 14 is supplied withalternating current in accordance with the alternating voltage inducedin receiving coil 12*. Amplifiers 13 may be interposed between thereceiving coils and the relay windings, if desired. A condenser 60 isconnected with coil 12, and a condenser 60 is connected with coil 12.The capacity of one condenser is slightly less than the value requiredto make this condenser and its associated coil resonant at the frequencyof the train controlling current, while the capacity of the othercondenser is slightly greater than the value required to make it and itsassociated coil resonant at such frequency, thus providing the necessarvphase displacement between the currents supplied to the stator windingsof relav J. The rotor 15 controls two contact members 16 and 17 in thefollowing manner: VVhenalternating current flows through the two trackrails in series, the relative polarities of the currents in the twostator windings of relay J are such that the contact members 16 and 17are swung to the right, so that the relay is energized in what I willterm the normal direction. When alternating current flows through thetwo track rails' in multiple, the relative polarities of the currents inthe stator windmgs are such that the contact members 16 and. 17 areswung to the left and the relay J is then energized in what I will termthe reverse direction. When the supply of alternating current to eitheror both of the stator windings 14 and 14 is discontinued,

the contact members 16 and 17 0001] y in termediate or verticalpositions, that 1s, the relay is then de-energized. .It will be seen,therefore, that when the train W occupies a portion of track which issupplied with train controlling current, relay J will be energized innormal direction, so that con tact 1616 is closed, whereas when thetrain occupies a supplied with ac nowledging current, the rela J will beenergized in reverse direction, so t at contact 16-16 is closed. \Vhenthe train occupies a portion of track which is not suppliedwith eitherof these currents, relay J will'be de-energized, so that both contacts1616 and 1 616 will be open, whereas the back contacts 17 will beclosed.

The train W is provided with electropneumatic apparatus which iscontrolled in part by relay J and includes a brake application valve M.This valve M comprises a slide valve 24 governed by a piston 22operating in a cylinder 21, the piston being provided with a small port23. Air under pressure is supplied to the right-hand side of piston 22from a suitable source through a pipe 19. A pipe 32, leading from thelefthand side of cylinder 21 is normally blanked by a valve L, so thatthe air on the opposite sides of the piston 22 is equalized through theport 23, with the result that the piston 22 and slide valve 24 are heldin their right-hand positions by a spring 45. When the slide valve 24 isin this position, it blanks a brake pipe U. Whentlie pressure on theleft-hand side of piston 22 is reduced, as ;by

the opening of valve L, this piston andfttrii slide valve move to theleft, thereby cohortion of track which is necting the brake pipe U withan exhaust orifice 46, and so causing an automatic application of thebrakes.

When the relay J is ener ized in normal direction, the magnet 37 of avalve K is energized, the circuit for this magnet being from terminal Kof a battery V, through.

tion wherein the brake pipe U is blanked' The stop reservoir isconnected with atmosphere through valves P, N and L.

When relay J is energized in the normal direction, contact 1616 alsoenergizes a proceed indication lamp X, the circuit for which will beobvious from the drawing.

When the relay J changes from energization in the normal direction toitsde-energized condition, magnet 37 and lamp X become de-energized.Valve member 38 of the valve K then rises, under the influence of aspring 38*, to its upper position wherein the supply of air from pipe 19to pipe 31 is discontinued, and pipe 31 is connected with atmospherethrough an exhaust port 47. After a brief interval of time, determinedby the size of a timing reservoir 16, the pressure under the diaphragm20 of valve L is reduced to such value that the valve member 39 drops toits lower position, thereby connecting the left-hand end of cylinder 21with the stop reservoir through pipe 32, valve L, pipe 33, valve N, pipe34 and valve P. The consequent reduction of pressure on the left-handside of piston 22 permits valve M to reverse, thereby causing anautomatic application of the brakes.

The reduction-in pressure in cylinder 21 of valve M, due to reversal ofvalve L, may be prevented by proper manipulation of an acknowledgingvalve R, by the engineer. This valve R normally occupies the positionshown in the drawing, wherein air pressure .from a pipe 19 is suppliedto a reservoir 18.

If the engineer reverses valve R just prior to reversal of valve L,reservoir 18 will be disconnected from pipe 19 and will be con nectedwith a pipe 36 which leads to the underside of a piston 27 in valve N,and the pressure which is thus supplied to the underside of this pistonWlll raise a valve member 26 into such position as to blank the pipe 33,thereb preventing discharge of air trom the cylin er 21 of valve M intothe stop reservoir. The operation of piston 27 in valve N also opensvalve member 25, thereby applying air from a pipe 19 through pi e 34 andvalve P to the stop reservoir. A ter a given interval of time,determined by the size ofan exhaust orifice 48 in valve N, the piston 27returns to its normal position, thereby disconnecting pipe 19 from thestop reservoir and connecting the pipe 33 with this reservoir. The stopreservoir being charged with air, however, there is then no reduction ofair pressure in the cylinder 21 of valve M, and so there is no automaticapplication of the brakes. The time interval during which piston 27remains in its upper position is sufficient to enable the stop reservoirto become fully charged from pipe 19*. v

The de-energization of relay J also closes at contact 17 the circuit fora stop lamp Y, which circuit I will be obvious from the drawing.

I will now assume that relay J becomes energized in the reversedirection and that the engineer has previously restored theacknowledging valve R to its normal position. The closing of contact1616 of relay J closes the circuit for magnet 40 of a valve Q, whichcircuit will be obvious from the drawing. Prior to the energiz'ation ofthe magnet 40 pipe 35 is connected with atmosphere through valve Q andan exhaust port 49, so that the underside of diaphragm 29 in valve P isexposed to atmospheric pressure and valve member 28 of this valveoccupies its lower position. The energization of magnet 40 of valve Q,

causes reversal of valve member 30, thereby disconnecting pipe 35 fromatmosphere and connecting this pipe with air pressure from a pipe 19.After a brief interval of time determined by the size of a timingreservoir 17, the pressure on the underside of diaphragm 29 will causereversal of valve member 28, thereby connecting the stop reservoir withatmosphere through an exhaust port 50, and this reversal also blankspipe 34. As soon as relay J again becomes deenergized, magnet 40 ofvalve Q will also become de-energized, thereby again connecting pipe 35with atmosphere through the exhaust port 49; whereupon, after a briefinterval of time determined by the size of the timing reservoir 17,valve member 28 of valve P will return to its lower position, thusconnecting pipe 34 with the stop reservoir. The stop reservoir now beingat atmospheric pressure, air will flow from the cylinder 21 of valve Minto the stop reservoir, thereby reducing the pressure in cylinder 21and so causing an application of the brakes.

The timing reservoir 17- and the pressure required to operate valve Pare so proportioned that when the train is moving at full speed betweenpoints 10 and 11 valve P will remain in its upper position long enoughto reduce the pressure in the stop reservoir to atmospheric pressure.

If, however, the engineer again manipulates the acknowledging valve Rjust prior to the upward movement of valve member 28 in valve P, valve Nwill be actuated to blank pipe 33 and charge the stop reservoir frompipe 19*, thereby preventing oper-. ation of the brake application valveM after valve N returns to its. normal position.

While relay J is energized in the reverse direction, lamps X and Y areextinguished,

and a third lamp Z is energized due to the closing of contact 1616". Thecircuit for this lamp will be obvious from the drawing.

As shown in the drawing, section C--D is occupied by a second train W sothat the supply of train controlling current to section BC isdiscontinued and acknowledging current is supplied to this section between resistances 10 and 11. Train Win section AB is receiving traincontrolling current, so that relay J is energized in the normaldirection, and this condition will continue as long as the trainoccupies any part of section AB, the acknowledging.

current for this section being discontinued because circuit controller 8is opened. As the train W enters section B-C, the supply of traincontrolling current is discontinued, so that relayJ becomesde-energized, with the result that an automatic brake application willoccur unless the engineer manipulates the acknowledging valve R. Circuitcontroller 8 being closed, acknowledging current is supplied to sectionB-C, so that when train \V passes resistance 10 in this section, relay Jwill become'energized in the reverse direction. When the trainsubsequently passes resistance 11 in section B-(J, an automatic brakeapplication will occur unless .the engineer again manipulates thevacknowledging valve R. Assuming that train W passes into the sectionimmediately to the right of point D and remains in such section whilethe train W is traversing section C-D, the engineer must againnianipulate the acknowledging valve R upon passing resistance 11 insection C-D in order to prevent an automatic application ot the brakes.In other words, each time that the train N approaches a wayside signalindicating stop, the engineer must manipulate the acknowledging valve Rin order to prevent an automatic brake application.

Although I have herein shown and described only one form of apparatusembodying my invention. it is understood that various changes andmodifications may be made therein within the scope of the appendedclaims without departing from the spirit and scope of my invention.

Having thus described my invention, what I claim is 1-- 1. Incombination, a railway track, means for supplyingsaid track withalternating train controlling current which flows through the two railsin series, means for supplying the track with alternating current whichflows through the two track rail: in multiple. a train carriedalternating current relay having two windings controlled by the currentsin the two track rails respectively whereby the relay is energized innormal direction when current flows through the rails in series and inreverse direction when current flows through the rails in multiple, andtrain carried governing mechanism controlled by said relay.

'2. In combination, a railway track, means controlled by trafficconditions in advance for supplying said track with alternating traincontrolllng current which flows through the two rails in series, meansalso controlled by tratlic conditions in advance for supplying saidtrack with alternating current wh'ch flows through the two track railsin multiple, a train carried alternating current relay having twowindings controlled by the currents in the two track rails respectivelywhereby the relay is energized in normal direction when current flowsthrough the rails in series and in reverse direction when current flowsthrough the rails in multiple, and train carried govcrning mechanismcontrolled by said relay.

3.111 combination, a railway track divided into sections, means for eachsection operating under safe traffic conditions in advance but not underunsafe traflic cond itions in advance to supp y the section withalternating train controlling current which flows through the two railsin series, means for each section operating under unsafe trafiicconditions in advance but not under safe traffic conditions in advanceto supply alternating current to the track rails in multiple adjacentthe exit end of the section, a train carried alternating current relayhaving two windings controlled by the currents in the two track railsrespectively whereby the relay is energized in normal direction whencurrent flows through the rails in series and in reverse direction whencurrent flows through the rails in multiple, and train carried means forcausing a brake application each time said relay becomes deenergizedunless the engineer takes suitable action.

4. In combination, a railway track divided into sections, means for eachsection operating under safe tra fic conditions in advance but not underunsafe trafiic conditions in advance to supply the section withalternating train controlling current which flows through the two railsin series, means for each section operating under unsafe traflicconditions in advance but not under safe trafiic conditions in advanceto supply alternating current to the track rails in multiple adjacent toexit end of the section, a train carried alternating current relayhaving two windings controlled by the currents in the two track railsrespectively whereby the relay is energized in normal direction whencurrent flows through the rails in series and in reverse directionwhencurrent flows through the rails in multiple, train carried means forcausing a brake application when said relay changes from energization innormal or reverse direction to its de-energized condition, and meansunder control of the engineer for preventing such brake application.

5. In combination, a railway track divided into sections, means foreach-section operating under safe trafiic conditions in advance but notunder unsafe trafiic conditions in advance to supply the section withalternating train controlling current which fiows through the two railsin series, means for each sect-ion operating under unsafe trafiioconditions in advance but not under sate traffic conditions in advanceto supply alternating current to the track rails in multiple adjacentthe exit end of the section, a train carried alternating current relayhaving two windings controlled by the currents in the two track railsrespectively whereby the relay is energized in normal direction whencurrent flows through the rails in series and in reverse direction whencurrent flows through the rails in multiple, and train carried means forcausing a brake application when said relay changes from energization innormal or reverse direction to its deenergized condition.

6. In combinatioma railway track divided into sections. means for eachsection operating under sai'e traflic conditions in advance but notunder unsafe trafiic conditions in advance to supply the section withalternating train controlling current which flows through the two railsin series, means for each section operating under unsafe trafficconditions in advance but not under safe tratiic conditions in advanceto supply alternating current to the track rails in multiple adjacentthe exit end of the section, a train carried alternating current relayhaving two windings controlled by the currents in the two track railsrespectively whereby the relay is energized in normal direction whencur-- rent flows through the rails in series and in reverse directionwhen current flows through the rails in multiple, and brake applicationmechanism on the train controlled by said relay.

7. In combination, a train carried relay capable of energization innormal and reverse directions, means controlled from the trackway forenergizing said relay in normal direction under safe tra iic conditionsand for decnergizing said relay under unsafe trafiic conditions but forenergizing said relay in reverse direction at intervals as the trainproceeds under unsafe trafiic conditions, a brake application valvenormally maintained in non-applying position by air under pressure in acylinder but moved to applying position when the pressure in saidcylinder is reduced, a stop reservoir normally opened to atmosphere,means operating when said relay changes from energization in normaldirection to de-energized condition to disconnect said stop reservoirfrom atmosphere and connect it with said cylinder thereby causing abrake application, manna-l means under the control of the engineer andeffective for a limited interval of time to prevent said cylinder beingcon nected with said stop reservoir and to charge said reservoir withair under pressure, and

means operating when said relay changesfrom de-energized condition toenergization in reverse direction to vent said stop reservoir toatmosphere whereby When the relay-again becomes de-energized a brakeapplication will occur unless the engineer again operates said manualmeans to prevent said cylinder being connected with said stop reservoir.

In testimony whereof I affix my signature.

MELVIN A. PEN ROD.

